Rotary fluid pressure apparatus



14 Sheet-Sheet l m RN iff N Sept. 16, 1941.

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Sept. 16, 1941. K. H, MacKAY I ROTARY FLUID PRESSURE APPARATUS Filed July 22, 1938 14 Sheets-Sheet 2 Sept. 16, 1941. K. H. MacKAY ROTRY FLUID PRESSURE APPRATUS Filed July 22, 1958 14 Sheets-Sheet 5 BN ,QN EN Sept. 16, 1941.

K. H. Mac-KAY 2,256,264

ROTARY FLUID PRESSURE APPARATUS Filed July 22, 1938 l 14 Sheets-Sheet 4 Sept. 16, 1941. K, H, MacKAY l 2,256,264

ROTARY FLUID PRESSURE APPARATUS I Filed July 22, 1938 14 Sheets-Sheet 5 Sept. 16, 1941. K, H MaoKAY 2,256,264

ROTARY FLUID PRESSURE APPARATUS Filed July 22, 1958 14 Sl'xeetZS--Sl'leefl 6 Sept. 16, 1941. K, H,'MacKAY 2,256,264

ROTRY FLUID PRESSURE APPARATUS Filed July 22, 1938 14 Sheets-Sheet 7 .if j 4 v Mew?" @ysa- Sept. 16, 1941. K.,.H. MacKAY ROTARY FLUID -PRESSURE APPARATUS Filed July 22, 1938 14 Sheets-Sheet 8 Sept. 16, 1941. K. H; MacKAY- 2,255,264

ROTARY FLUID PRESSURE APPARATUS Filed July 22,1938 14 Sheets-Sheet 9 #l 1 V Vj; lf L55 Wl/f l] l J l j,

sept. .16, A941. K. H, MacKAY 2,256,264

l vROTARY FLUID PRESSURE APPARATUS Filed July 22,|1938 14 Sheets-Shea?I l0 i Sept. 16, i941. K, H, MacKAY 2,256,264

\ ROTARY FLUID PRESSURE APPARATUS Filed July 22, 1938 14 Sheets-Sheet 11 .Ssepr.1 s,1941. .KHMMKAY l y "2,256,264

ROTARY FLUID PRESSRE APPARATUS Filed July 22, 1958 14 Sheets-Sheet 12 sept. 16, 1941. X K. H. MMKAY 2,256,264

ROTARY FLUID PRESSURE APPARATS Filed July 22, 1958 14 Sheets-Sheet 13 mediar* @milk/ZM ,.y 2%

Sept. 16, 1941. K. H. MacKAY v 2,256,264

ROTARY FLUID PRESSURE APPARATUS Filed July 22, 1958 14 Sheets-5h66?l 14 Patented Sept. 16, 1941 UNITED ,STATS 'ATENT OFFICE 2,256,264 ROTARY FLUID PRESSURE 4APPARATUS Kenneth H. MacKay,'Ocala, Fla.

Application July 22, 1938, Serial No. 220,689

(Cl. 12S- 14) 26 Claims.

rThis invention relates to fluid pressure apparatus of the rotary type wherein fluid-containing pockets contract and/ or expand, and, in certain aspects, the present invention affords lan internal combustion engine wherein the gaseous charge is both compressed and expanded. More particularly, the present invention affords apparatus of. this type having an abutment moving into and out of an annular passage containing a rotary vane.

Heretofore rotary engines have possessed certain inherent advantages due to the uniform speed of their rotary vanes or pistons, but they have lacked certain important advantages provided by conventional reciprocating engines, wherein the speed of each piston variesthroughout its stroke. My engine retains the advantages of earlier yrotary engines, while also presenting desirable characteristics heretofore lacking in such engines, Thus, this invention permits unusually eflicient compression, combustion, and expansion ofthe gaseous charge.

Combustion takes place advantageously in the conventional reciprocating motor, since the piston is ythen near its top dead center position, and rapid name spread may occur while thegases remain compacted under conditions of substantially constant volume and Well before the piston starts moving rapidly. However, at the instant of maximum pressure, the piston is still moving rather slowly, although at a gradually increasing speed, so that there are unnecessary heat losses through the combustion chamber walls during this part of the stroke, while the angul'arity of the connecting rod and crank do not permit the most eficient `transfer of power to the crank shaft. On the other hand, rotary motors have heretofore been characterized by vanes moving rapidly away from abutments, so that the advantages of rapid ame speed in a compacted gas charge were not realized. Accordingly, combustion took place under much less advantageous conditions and with much less cer-Y tainty than inthe reciprocating engine, although after -the obtainable maximum pressure had been reached, the high speed of the rotary piston was, by itself, advantageous.

The present invention permits the combustion of the charge under conditions of substantially constant volume, such as have heretofore characterized the reciprocating engine, rwhile as soon as the maximum gaseous pressure has been reached, the rotary piston may move rapidly away from the abutment so that an efficient transfer 0f power to the power shaft isobtained 55 and heat 'losses are minimized. To permit these desirable results, I provide an abutment which is positively accelerated to move quickly across the path of the rotary pistonor vane, and I arrange the annular passage for the vaneso that the path of movement of the abutment may be relatively short. Also the reciprocating-or oscillating abutment itself should be as light in weight asstructurally feasible, so that the inertia forces due to accelerationand deceleration will be kept within satisfactory limi-ts even `at a relatively engine high speed. In order-to aid the movement of the abutment, andparticularly-itsdeceleration `as it reaches scali-ng position (or its `acceleration away from such yposition at `the com-- pression side of the engine), the abutment yis so shaped that the pressure of the-gaseous charge may tend to move it away from its extreme innermost or sealingposition.

One important feature of this invention involves the arrangement of the abutment and vane so that these parts havel cooperating vsurfaces in` close proximity while the abutment is in sealing position but is in motion, for example is decelerating as it approaches its extreme position while the pocketed charge is burning, or -is accelerating away from such a position While the charge is being compressed. To permit these desirable results, the advance -end of the abutment preferably passes into sealing contact with a suitable surface of a recess in the wall of the annular chamber before the abutment reaches its extreme position, While cooperating surfaces of the abutment and vane are preferably both beveled or inclined relative to radial planes extending from the axis of the rotorand interseating these surfaces. Such an arrangement permits the abutment to extend across -the chamber while a substantial portion vof the vane-is still passing apart of the abutment, i. e., is dispcsedin the same radial pl-ane. Under such conditions, therefore, the surfaces of the abutment and of the vane remain in close generally parallel relation to define a restricted pocket having a substantially vconstant volume for the gaseous charge for an appreciable fraction of the cycle, while thereafter the surface of the vane may move rapidly away from the cooperating surface of the abutment. In order to assure the rapid acceleration of the abutment into the annular passage, suitable cam means preferably is provided.

Preferably the charge is initially ignited in a chamber which is outside of the annularl passage.

Thus, for example, two annular passages mayy horizontal sections of the same;

be provided, compression of each charge being effected in one of said annular passages, the compressed charge then being admitted through a suitable inlet valve to the chamber where ignition takes place, and the charge then being admitted to the restricted pocket between the abutment and vane in the other annular chamber.

An important feature of the present invention involves the arrangement of the valve means and ports associated with the ignition chamber and of thatA chamber itself, so that the volumetric efliciency of the apparatus is relatively high and so that heat losses resulting from the passage of the charge into the ignition chamber and out1of the same are minimized. To permit these desirable results, and also to aid gas turbulence andY proper combustion, the charge preferably passes into and out of the ignition chamber in more or less tangential directions, the ports or passages connecting the chamber and the restricted pockets inthe annular passages at either'side of the chamber` relatively short and of ample area to permit free iiow ofA the gases. j' Withanengine of this character the pressure and timeatwhich comb-ustion :takes place mas7 be accurately controlled, and extremely high pressuresmay be employed, if desired. Such pressures may be substantially above those which would cause detonation in a conventional reciprocating engine, but in an engine of this type, pressures of this order may be employed materiallyfto enhanceoperating efficiency.

,Further advantages of the presentY invention' involve the avoidance of objectionable inertia forces and consequent high stressing of materials andconsequent objectionable vibration and wear; the provision of adequate cooling; the avoidance of excessive noise; the maintenance of eiective sealing ofthe gaseous charge by the relatively moving parts; the Vprovision of apparatus which may be Vmanufactured at a reasonable cost and in'which accessibility and replaceability of parts is an important; advantage; and the minimiza-v tilondoi longitudinal and lateral thrusts and un.- balancedforces upon the Yrotor and stator, refspectively.

' 1n the accompanying drawings:`

VfFi g".-1 is a plan view of an engine embodying the-principles of ythis invention, parts being broken away and shown in section;

' `lig2 an end elevation of the major portion Y ofthe machine, parts being broken away;

Fig. 3 is a partial topv plan view of lthe assembly shown in Fig. 2'; l

` Fig. 4 is a section on line V#TW-l of Fig. 2, certain parts being omitted;

- Fig, 5 is a section on line 5-5 of Fig. 2 on an enlarged scale; y yFi'gi is a sideiview of one of the rotor members 'shownY partially broken away;

Fi'g. 7 is Va similar View of the opposite sideof the seme? Y Y Fig is a section on line 8 8 of Fig. '7; l Fig. 9 is a section on line 9-9 of Fig. 6;

v, Fig. 10y is an edge elevation of the rotor;

Fig.,11is an isometric view of an element employed with `a sealing strip of the rotor;

i Fig. 12 isan isometricview of an inner guide member. for an abutment;

` FigsY 137andV 14 are respectively vertical and lFigs. 15 and 16 are isometric views of partsof the'outerY jacket andr guiding assembly for the abutment member; f

Fig. 17 is an isometric view of the abutment;

Fig. 18 is an end elevation `of the same;

Fig. 19 is an isometric view of a guiderplate employed with the abutment;

Fig. 20 is a section of a portion of the apparatus including the combustion chamber and related parts;

Fig. 21 is a sectional view of a portion of the assembly shown in Fig. 20, with the parts in another relative position;

Fig. 22 is an elevational detail of a portion of a part of the inner plate of one of the stator portions, a part being shown in section;

Fig. 23 is an elevational view of such a plate and the associated ignition chambers, showing' the arrangement of the valve-actuating and controlling assembly;

Fig. 24 is an isometric view of a cam member for actuating the abutments at the compression side of the motor;

Fig. 25 is a sectional view showing the manner in which such ia cam member is connected to the main shaft of the motor;

Figs. 26 to 29'are diagrammatic views showing the operating relationship of the parts during various portions of the cycle;

Fig. 30 is an elevational view of the wall of the compression chamber, showing certain parts of the valve guiding and controlling assembly, the valve being removed in this View; f

Fig. 3l is an isometric view of a valve;

- Fig. 32 is an isometric view vof an actuator for the same; i Fig. 33 is a sectional detail; Fig. 34 is 'a sectional'view similar to Fig. 5, but 'showing an optional form of fthe invention; Figj35 is a sectional detail of an optional embodiment of the invention as embodied in a compressor;

Fig. 36 is a section indicated by line 36-33 of Fig.35; j I, e

Fig. 3ba is a section on line 36e-#38a of Fig. 35;

Fig.v 37 is an isometric view of the rotor memberjemployedinthe compressor shown in Fig. 35;

Figs. 38 Aand 39 are sectional views diagrammatically showing other optional forms of abutment assemblies;

. Fig.,40 is a sectional detail showing an optional sealing arrangement for the abutment; and

i Fig. 41 is a diagrammatic view showing portions of such a sealing arrangement.

` My invention may be employed in a pump wherein uid containing chambersV expand or contract, but the principles of my invention in I the preferred embodiment are best understood with'reference to a motorrhaving a compression side wherein the fluid pockets contract to compress the gaseous charge and an expansion sideA wherein fluid pockets expand. In general, machines of this type belong to the class wherein one'of the relatively-movable members may be in Vthe form of a roto-r and wherein the other cooperating members may be in the form of a stator, it being understood that either member may be rotated while the other member is stationary or, in fact,'fthat both may be rotated as long as relative rotation occurs between the two.

l GENERAL ARRANGEMENT utor D. Between the casings I is located a stator assembly S (Figs. 2, 3 and 4)y which comprises a compression portion C and an expansion portion E. These portions may be generally similar to each other and have similar parts which are identified by corresponding reference characters. These portions may be spaced by ignition chambers I, there being, for example, two diametrically opposed chambers I in the illustrated embodiment.

First referring in some detail Ito the compression portion C, and particularly to Figs. 4 and 5, it willl be noted that this portion has an inner annular wall I4 and an outer wall I6, which are secured to a peripheral ring I5. A shaft 2 forms part of the rotor member and extends through both of the stator portions C and E. The shaft 2 carries a vane member I disposed' in the compression portion of the stator anda similar vane member I0' disposed in the expansion portion of the stator.

The vane member I0 is shown more particularly in Figs. 6 to 10 and comprises a cylindrical hub portion II with similar, oppositely disposed vanes I2. The hub portion cooperates with the side walls I4 and I6 and the peripheral ring I of the compression portion C in dening an annular chamber in which the vanes I2 rotate, the sides of the vanes moving in :sealing contact with the inner surfaces of the side walls I6 and I4 of the chamber and the outer ends of the vanes moving in similar contact with the inner surface of thering I5.

The compression portion is provided with abutment guiding asemblies G adjoining the ignition chambers I (Figs. 2 and 3) which provide guide portions engaging both inner and outer surfaces of movable abutments A (Fig. 5), which have portions movable through openings in Wall I6 and across the annular chamber in which vanes I2 rotate.

Fig. 12 illustrates the inner guide I9 for an abutment A, this guide comprising an outer plate portion 20 and an inner guide block 24. The plate portion is provided with suitable openings 2| to receive fastening elements securing the plate to the outer guide for the abutment, which comprises the castings 22 and 23 (Figs. 2, 15 and 16). afford an open-ended box-like assembly having planar inner surfaces engaging corresponding surfaces of the abutment member A. This member, in the position shown in Figs. 17 and 18, has a planar side wall 30 and upper and lower walls 33 and 34, the end wall 35 of the abutment being inclined relative to the side wall 39. The edge of the upper wall 33 may be provided with a reinforcing flange 39 which extends both inwardly and outwardly from that wall, while the inner part of the lower wall 34 is provided with an inwardly directed flange 40. The triangular portion of the lower end of the abutment (in the position shown in Fig. 18) is provided with a concavely curved surface 34a, the curvature of this surface conforming to the curvature of the hub portion |I of the vane member III.

The upper part of jacket member 22 is provided with a rabbet 39a to engage the flange 39 of the abutment member, it being understood that the lower inner surface 31|b of the member 22 engages the outer planar surface of the lower wall 34 of the abutment member and that the vertical inner wall 3|)b of the jacket member 22 engages the outer surface of the vertical wall 30 of the abutment, while the upper inner surface of the member 22 engages wall 33 of the The members 22 and 23 are arranged to` abutment. I9 provides an inner portion 24 with surfaces to engage the inner surfaces of the vertical wall 30 and of the upper and lower walls 33 and 34 of the abutment.

In practice, I prefer to provide a guide plate 45 (Fig. 19) which engages the outer surfaces of the flanges 39 and 40 of the abutment member. This guide plate 45 has a rectangular body portion which is clamped between the jacket members 22 and 23, the jacket member 22 having rabbeted portions 56`and 51 to receive the upper and lower edges of this portion of the guide plate 45.` The latter has an extension 41 which is received in a recess 41a in :the peripheral ring I5 of the stator assembly (Fig. 22) and has a guide rod 48 which is received in a suitable recess 48a in the inner wall I4 of the stator assembly.

It is thus evident that the plate 45 has a portion straddling the annular chamber in which the vanes I2 rotate, the extension 41 of the plate affording a continuous guide for the outer surface of the upper flange 39 of abutment A. The ring I5 is provided with a rabbeted portion 39b at one side of the groove 41a to receive the end of this flange when the abutment is in its advanced position. The hub portion II of 'the vane member may be cut away, as designated by reference characters IIa (Fig. 7) to permit the guide rod 48 to be moved into its normal position in the recess 48a of wall member I4. This inner wall I4 is also provided with a recessed portion 3i!A adjoining the recess 48a, which is shaped to receive the beveled, advance end of the abutment A (Fig. 20).

The triangular portionof the abutment may be provided with a plurality of substantially triangular reinforcing flanges 38 (Fig. 17). The intermediate flanges 38` slide on the part 38a of guide I9, while the other flanges 38 have pin connections with the forked ends 42 of actuating rods 4| which extend through bores 50 in the inner guide I9. The outer ends of these rods 4I carry cap members 10 connected by a pin 1|, shown in dotted lines in Fig..5, on which a follower roll 12 is mounted, this` roll being engageable with a cam 13 afforded by the irregularly shaped annular flange on a cam disk 14 (Fig. 24) secured to shaft 2.

Fig. 25 illustrates the manner in which the cam disk 14 may conveniently be secured on the shaft 2. For this purpose the shaft may be provided with a groove |03 and with suitable keyways |96ab to engage longitudinal keys |06 which also engage corresponding grooves |06b in the hub portion of the disk. The groove |93 reoeives the two halves of a split ring |93 which has an outer beveled surface. A collar |94 is secured by screws |95 to the hub of the disk 14 and provides an internal beveled surface effective to press the halves of the split ring inwardly thus to anchor the cam disk against movement longitudinally of the shaft.

Relatively heavy compression springs 16 are disposed about the outer ends of the rods 4| and tend to urge the cap members 10, the rods 4I and the abutment A outwardly against the action of the cam 13. The inner ends of the springs engage flanges on bushing members 19 which extend into the bores 5|! in member I9 to afford guides for the rods 4|. Tubular guide sleeves 80 are disposed about the springs 16 having brokenaway portions 8| to afford clearance for the roll 12 and pins 1| (Fig. 2).

Referring again to Figs. 7 and 10, it is evident Itis evident that the guide member Vall-B S that fthe vanes l2 are provided withbeveled edges orsurfaces y9 llwhich are inclined relative to radial planes extending from theaxis of rotation of the vane member. The inclination of this part of each vane I2 preferably closely corresponds to revolves inthe direction-indicated by the curvedV arrow in Fig. '7 so that the beveled surfaces 99 maybe regarded as the advance surfaces of the Tfhev'opposite edgesof the vanes .may be sliapedxto `provide cut-away portions B9 which permitthe quick return movement of the abutments into the annular chamberafter the respec-j tive vanesha-ve cleared the openingsv through which the abutments move, it being understood that such an arrangement is desirable since the inner ends of the vanes are moving more slowly than the outer portions thereof. f f l In practice, the cam '.13 is .arranged to hold each abutment ,A in its advanced position so that it projects across the corresponding annular chamber, as shown in .the rlower part of Fig. 2.0, except when the. varie-is passing the opening in theouter wall It of the chamber through which the .abutment A moves. so that `the springs .V16 are effective in withdrawing the abutment A from thechamber to permit each vane to move ythrough the corresponding p portion of the chamber. The abutment actuating mechanismv preferably is arranged so that, when an abutment is fully retracted, its. inner end is spaced lsomewhat from the annular chamber,V such a position of the lbeveled surface of the abutment A on the expansion chamber .E being shown in Fig. 20. This arrangement is particularly advantageous since initial acceleration of the abutment as it moves inwardly (or its final deceleration as itrmoves outwardly) .can `occur while the vane is passing the abutment. Thus the cam at the expansion side of the apparatus is causing the movement of the abutment at appreciable speed by the time the vane `has started to clear the opening through which the abutment A moves into the annular chamber.V The-abutment then moves rapidly with its advance end projecting into the annular `chamber while the vane is still in the same generalradial plane as the abutment. The rapid movement of the abutment can continue while` it is moving across the chamber and intosealing positie-n, and its final deceleration occurs while it is already in sealing position, i. e., while its end engages the bar 48 at the side of recess 602x Accordingly, while the abutment is moving across theannular chamber to sealing position, it may have a relatively high average speed, so that its beveled surface may move in relatively close,'generally parallel relation to a cooperating surface of the vane.`

'Il-he'same general relationship may be provided as the abutment A at the compression side of the machine movesaway from its innermost po,- sition. During this movement initial acceleration can occur while the abutment is still insealing position, i. e.,su11 engages the guide krod 48,' and iinal deceleration can occur after the abutment has moved outfof the annular'chamber and while the vane is passing the abutment. VIt is thus evident that I have devised,v arrangements permit- The cam ris varranged azteca;

' ting the ,generally `parallel juxtapositionof vthe vcooperating surfaces of the abutment and vane either when the abutment is moving outwardly to permit the vane to pass orwhen the abutment is mov-ing inwardly directly after the vane has passed theopening through which the abutment moves.

It may be here noted that the bars 48 of the plates 45 are provided with notched corner portions as designatedv by reference character 4tc (rliigs. 19 and 20), thus, for example, to permit re-V lieving of pressure at the compression side of the motor when the abutment is moving from its advance positionand is subjected to pressure due tothe oncoming vaner |2. Y Thusthe strain Y upon the lextreme advance edge of the abutment and .upon ,the adjoining corner Vof the barr48 is relieved, preventing undue wear at these points. It may furthermore be"`noted that the adjoining corner'of the plate 45 is provided with pressure relieving recesses 45C which aid in relieving the pressure behind the vabutment A as it moves out of the annular chamber.

It will beV evident from inspection of Fig. e that the annular chambers in which the vanes I2 and t2 rotate are relatively narrow in comparison to Atheir radial extents. .Thus the paths which the abutments must follow incrossing the chambers are relativelyshort. `It'is furthermore .evident that the arrangement of theguiding and supporting members |9,v 22 and .2,3 permits an abutment tobe employed .whichis very'lightin weight, the structuralarrangement of the flanged abutmentwith .its open rear and' side portion contributing toward this. eend. Accordingly, vthe inertia stresses due to acceleration and .deceleration ci .anvabutmentmaybe kept within reasonable limits, `despite `the movement of the-abutment .at high speed 4so that its beveled surface may be closely juxtaposed tothe cooperating surface of arotor vane. Y

lIt will be understood thatin practice the mem- .bers 22 and 23 are provided with flanges which are bolted to integral boss-like extensions IB? of the plate I6 (see Fig. 20), while the flange 2B of the member IQ is secured to the ends oi the jacket members Z2 and 23, which in turn are connected to each other by suitable astening'bolts. The fastenings securing the members 22 and 23 to the wall of the stator may be removed, permitting the removal of thc inner and outer abutment guides, the abutment A, the rods 4| and springs l, etc, associated therewtlf!7 so `that the entire abutment-guiding assembly G andthe cooperatingfparts' of the abutment maybe removed as a unit from the stator assembly.

As shown in Fig. 5 it is evident that the hub portion of the rotor and a 'cam |20 are secured to an integral ilange 3 on theshaftr 2 by fasten-A ing means such as cap screws 4. On the other hand, a cam |30 is secured to therh'ub kof rotor I0 by cap screws 5 before these parts are assembled on the shaft. The rotor I0' and cam |370 are then movedv endwise on the shaft until with qa plurality of radialslots 8? in which eccren- Cap screws 3a extend triesv 9 are received.l through openings Ain these eccentrics and `are received by the hub portion of the'rotor l0. Thus, the slots, eccentrics and cap screws are elective in properly/'positioning the rotor relativev n to the member 'I and the shaft 2, it being evident that the teeth B and 8 prevent rotation of the member I on the shaft. However, the capscrews IlEL can be loosened to permit slight turning of the eccentrics, thereby permitting slight angular adjustment of the same relative to the member 'I and the shaft 2. Accordingly, this arrangement permits some variation in the angular positioning of the rotor I and its vanes I2' relative to the shaft 2. Thus the relative angular position of the vanes I2 and I2 may be adjusted, if desired, to vary the timing of the operating cycle of the motor. Obviously, as shown in Fig. 5, a retainer member I8 may be threaded onto the shaft 2 at the end of the member 'I to hold the same in position.

Valve and ignition chamber assembly Each ignition chamber I is in the form of a block of metal, which preferably has a relatively low coeflicient of thermal expansion. The block has a bore |90, the end of which may be threaded to receive a spark plug II'II (Fig. 5). Suitable valve mechanism is arranged to permit the movement of the compressed charge from the annular chamber of the compression portion C of the stator into the ignition chamber I and from the latter into the expansion portion E of the stator. rlhe valves preferably may be flat slide valves II and III in the form of thin plates, the slide valve IIB providing an inlet for the ignition chamber I and the valve I II providing an outlet for the same.

To permit the movement of the charge into the chamber I, the inner wall I4 of the compression chamber C preferably is provided with a plurality of ports II2, the outer ends of -these ports being formed in and adjoining the inclined surface of the recessed portion 60 of the plate I4; see Figs. 2() and 22. The ignition chamber I is provided with ports II2a which are aligned with the ports II2. Suitable mechanism, which will be described, is arranged to actuate the valve II so that openings II@a therein register with the ports ||2 and II2a (Fig. 5) when the charge is being compressed between an abutment A and a vane I2. Preferably, however, the openings I II)a in the Valve I I!) may be somewhat larger than the ports in the adjoining walls of the stator assembly. Such an arrangement is advantageous in permitting the valve to be open during a greater portion of its path. Furthermore, a corresponding arrangement isvespecially desirable on the exhaust side of the ignition chamber, since the edges of the metal surrounding the openings in the fully opened valve III are disposed in reentrant parts of the assembly and thus are not so liable to deteriorate when the hot gases rush out through this opened valve,

After the valve III) has closed, the valve III may remain closed for an instant while the charge in the ignition chamber I is ignited by the spark plug IGI. Thereupon the valve III opens, permitting the outow of the ignited charge through the ports ||4 and II4EL in the ignition chamber I and in the inner wall I4' of the expansion chamber E.

It is to be understood that the arrangement of the parts of the expansion chamber E is generally similar to that of the compression chamber and that the parts of these chambers are similarly designated, the chamber E having wall members I4' and I6', for example, corresponding to walls I4 and I6 of chamber C. However, the beveled surfaces of the vanes I2' in this chamber and of the abutments A are arranged oppositely to the corresponding surfaces in the compression chamber C; Fig. 20 shows this opposite relationship of these surfaces. When the burning charge is received in the space between an abutment A and a vane I2 in the expansion chamber, the vane is forced away from the abutment and accordingly torque is imparted to the shaft 2.

Referring to Fig. 20, it will be evident that the ports |I2 and II2a are arranged to afford passages which are substantially tangentially disposed relative'to the ignition chamber |00 so that the gases may tend to receive a rotary movement as they rush into this chamber, thereby aiding turbulence and proper combustion. At the outlet side of the chamber the passages I I4 may be similarly arranged, but due to the opposite disposition of the beveled surfaces of the abutment A and of the vane II the ports H4a preferably extend directly acrossthe inner VWall member I4 of the expansion chamber E, having, however, diagonally 'disposed extremities which communicate with recesses H4@ that are formed in the inner surface of the vanes I2 and that communicate with each of the passages Illia.

Accordingly, when the cooperating surfaces of the abutment and vane are still in close juxtaposition, gas can flow into the space between these cooperating surfaces through the recesses ||4.

Referring now in greater detail to the valveactuating mechanism (Figs 5 and 23), it is to be understood that cams |20 and |39 are fixed to the intermediate part of the shaft 2 and engage follower rolls I2| and I3I which are rotatably mounted on rocker members |22 and |32, respectively. The outer ends 0f these rocker members may be pivotally connected to the ends of arms |24 and |34 on adjusting levers |25 and |35. Suitable clamping screws |26 and |36 hold these adjusting levers in position so that during normal operation of the mechanism the rocker members |22 and |32 swing about fixed pivots. Actuators |2'I'have extensions |2Ia (Fig. 32) engageable by the rockers |22 and |32 respectively and have projections |28 received in slots on the inner ends of Valves II Q and II I, respectively. Fig. 31 shows such a slot |28a in the valve I I0. Accordingly when, for example, the cam |20 engages a roller |2|, the rocker |22 swings about its pivotal connection with the arm |24 of lever |25 and is effective in pushing the actuating member |2I outwardly to actuate the valve I Il'.

Springs |29 and |39 are secured to the wall members I4 and I4 which are suitably recessed for this purpose; these springs have portions engaging the extensions IZ'I.a of actuators |21, thus tending to press the actuators inwardly and urge the follower rolls I2| and |3| against the corresponding cam surfaces, these springs thus being effective in returning the valves to their normal closed positions after actuations by the respective cams. Wear-resistant plates |4 and |40' are secured in recesses in walls I4 and I4 to engage the actuators I 2I (Figs. 5 and 30), while metal spacing strips |4I and |4I' extend transversely across these recesses between the upper parts of the actuators and the lower parts of the slide valves. The material of the ignition chambers I is cut away to afford shallow grooves in which the slide valves reciprocate. v 4

'I'he clamping screws |26 and |36 may be-loosened to permit the swinging of levers |25 and |35, thus allowing adjustment of the valve timing. It is of course evident that the handles guide.

provided bytheV ends vof thesev levers vare readily 'accessilcvle between the chambersC and-E,

Cooling VAs shown inFig'. 1, pipe P is arranged to supply coolant for circulation through the vrotor and stator; For this purpose suitable piping mayv extend into registry with ports in the shaft" 2, which is hollow. As shown in Fig. 5, a supply vduct '|50 is arranged within the hollow portion of the shaft andhasbranches to supply the coolant tothe hollow hubportion of the rotor I0, theY connections for the latter not being shown in Fig. 5. The vanes I2 are provided with inter-y .1,5

outlet pipe |59.

Suitable piping also supplies liquid coolantto atting |55 (Fig. 20), communicating with 'open- Y relative to each other (Fig. '11)'.

ings |54 and |65 (Fig. 12) drilled'in the plate 20 of the inner guide I9 for each abutment.

Theseope'nings are connected to suitabfle'intercommunicating passages in this' guide, as' shown in full landdotted lines in Figs. 13 and 14', s0 that the liquid may circulate through the'various passages thus provided and out of the opening |65 and back to the water return duct |55?. Pipe con# nections ji'ljlV and I 'H are providedfor the jacket member 23 which has passages registering with corresponding passages in the member 22, so that coolant is circulated through the outer abutment guide. A

`Suitable junction vchambers |58 Vare provided with tubes connected to various passages in the stator S' (Fig. 1) while connections |51 areprovided to facilitate the flow of water throughthe walls 'of the combustion chambers '1;

y It will be understood that the side walls I4 Vand 6 as wellV as the peripheral ring 5 may also be provided with suitable passages for coolant. if desired, or that these parts may be provided with cooling ns, if preferred. Similar arrangements may also be employed for the parts i4', |'6 and I5' of the expansion chamber E.

Sealing means ,Suitable sealing means may be provided for both the abutments and the vane members. Referring to Fig. 15, it will be noted that suitable grooves- |15 and |76 areprovided in the inner i Walls of the abutment guide 22, a similar groove 'ist being provided on the upper innersurface ofthis and 11. 'Thus each of these sealing arrangei".

ments may include a spring member |88 disposed in a groove and distorted zto press thecorrespondf ingl strip outwardly. YSucha springmember may bei'Qrmedof resilient'metal ribbon vshaped and temp'rdto provide adjoining oppositely inclined surface ofthe ring I5.

straight member |88 shownin Fig. y1'1. YSealing strips-|94 are angularly disposed on the sides of the vanes |2. The angular arrangement of the strips |94 permits them to move pastthe vopen- VvingsV through which the a-butments` move'without catching on the edgesof the metal. The sealing strips '|95 onr the ends of- -t-he vanesv l2 may also bevangularly disposed readily to move past the rabbeted portions 4T ofthe peripheral ring I5 (Fig. 22). Y

Referring to Figs. 5V and' 18, it will be noted that the abutment A has a flatupper or outer surface so that the corresponding edge of the opening through which the abutment passes in effect subtends an arcuate' portion of the inner Accordingly 'there is a small surface of the Wall |6 above the opening through which the abutment A reciprocates, which surface is engaged by the outer tips of sealing strips |94 (Fig. 7'), thus preventing' their movement outwardly into the openings provided for the abutments. It is obvious that the radial inner ends of these strips engage the Vsurface of thewall member IE adjoining the surfaces engaged by the circular sealing members |92. Ac.- vcordingly both ends of the `sealing members |'9'4 are effectively held against outward movement and possible catching 0n the edges of the openings provided for the abutments. Obviously the same Vgeneral arrangement is also provided on outer Wall IB' of the expansion chamber E.

'It is evident that the sealing members |92 and |94'engage the side Walls i4 and '|6 of vthe annular `chamber and that the sealing member |96 engages the inner surface of the peripheral ring |5. Thus the vanes afford effective seals for the compressionzchamber C, while the three sides of the abutment'A, which are sealed in a corre'- sponding manner by the sealing members |82, aiiordv an effective seal to prevent the leakage of lgas past the abutment A, i. e., the leakage from the pocket between Ythe approaching vane i2 and the abutment A (Fig. 20).

Lubrication The moving parts of a, motor of this type may be lubricated in any suitable manner. Preferably the lower part of each casing iY contains a on bearings 9| and 9| of porous self-lubricating `metal, these bearings being mounted in hollow bosses 93 and 93 on the side Walls I6 and A- of the compression and expansion chambers. The bosses 93 and 93 preferably are' provided 'with oil-receiving ducts 9d' and 94 which may supply lubricant to oil-containing chambers Q5 and 95 behind the bearings 9| and 9|, respectively, so that oil supplied to these chambers may gradu-V ally seep through the porous material of the self-v lubricating bearin-gs and accordingly 'afford 'cone tinuous and adequate lubricationV fortlre same.

A thrust collar 96 of porous, 'self-lubricating' 

